Combustion-engine.



-o. LI-ETZEN MAYER. GOMBUSTION ENGINE. APPLICATION FILED DBO. 28.19%.

Patented May 25, 1909.

' 3 SHEETSSHEET 1.

0. LIETZENMAYER.

COMBUSTION ENGINE.

APPLICATION FILED DEU.28,1905.

923,054. I 'Patented May 25,1909;

2 ,6 2 3 SHEE TSSHEET Z.

0. LIETZENMAYER.

COMBUSTION ENGINE.

A?PLIOATION IILED'DEG.28,1905.

-923Q054} I Patented May 25, 1909.

3 SHEETS-SHEET 3.

1 f1 STATES PATENT OFFE To all whom 'it'r neyconce rhi' I I r I, GERMANY.

conusrron-niromn;

Be it known that I, Orro 'Lm rzs'uusrns, subtiect of the K' at ingstrasse 2, unich, Bavaria, Germany,

V have invented certain new and useful Improvements. in Combustion-Engines; and I do hereby declare thefollowing to be a full,

clear, and exact description of the invention, such as will enable others skilled in the art to which it 'appert'ains to make and use thesame. I

My invention relates" to explosive engines,

' and particularl 'to the arrangement of means for intro ucing the explosive charge,

whereby is secured an increased efliciency, economy ,of fuel, and accurate." timing and certainty-of the e losion. r

Gas engines are own in which bers undera gradually increasing pressure, throu ha passage open to j the explosion cham ,and also those in which the pressure for forc' constant one, ut, the'function ofthe pres ent invention diifers from the one, in'that the pressure 1b whichthe fuelisintroduced is a in the fuel 'isa substantially substantil yconstant one and takes place throug a cont o Passage, dis"- "tinguished from the second by the fact that '-thecompressed charge is not a mixture of fuel. and: air,.but air onlyvwhich .is isolated from..th e'fuel, the latter being in the same passage but adjacent tof'the entrance to the explosion chamber of thecylind'er and in o en cominunication'therewith, whereby is a tained a vpreheating of the fuel, safety by" the avoidance, of a 'comPrc'ssed explosive mixture exterionof thefe'xplosion chamber, an increased efficlency and accurate control f of the. time of. ignition. j

.' Other-i'advant be :app;r ent-from the followingmore detailed explahation of the structural features offithe, inventic'n and from the accompanying drawings, vwhich Figure 1'- is a vertical section through a four. cycle-engine embodyin my. invention; Figs. 2 and 3 represents a'r views of two modified forms of d r this my I ni nd'5 enlar ed detail sectlonal views, respectively, oft ese modifications taken onplanes at rightangles to the sectional planes of 2 and 3; and Fig. 6 a.

a similar sectional view of st l anothermodifi G'ati 11 similar in most respects to thatj -of.

v I Specification of Letters Patent. l guaranteed December as, 1905. 'Seria1 No.293,587

of Wiirtemberg, residing the fuel is introduced into the explosion, cham'- portion of air.

Patented m 25, "1909.

" Referring to particularly to Figs. 1, and 6, the construction may be advantageously described in terms of the operation. During the down ward'strokeof the piston K,-of the gas en one timtm tt MUNICH, GERMANY, assrcuoa TO AUGUST LU 'PP, or neuron;

the dra-wings in detail, and v gine having the usual working parts, pure air is supplied tothe combustion chamber A from the igh pressure cylinder a through the passage a and, during the upward stroke, the

air is compressed thereby in the usual 'manner. ShBrtly before the piston K reaches its uppermost-position, the high pressure iston mainderof the stroke of the: piston K the air is further com ressed in the combustion chamber A an the iston L, during its --further movement, hig y compresses the air .trapped inthe high pressure cylinder 0, the

" L closes the'passage a so that during -t e repi e' d and the chamber containing the va ve I). The fluid fuel, at any suitable time during the working period of the engine, for

instance, during the suction stroke, is introduced from the fuel' supply through the pi e f into the fuel receptacle consisting in the present case of the pan 9 arranged in the channel m leading from. the chamber containing the valve -bto the combustion chamber. The fuel receptacleis hence inopen communication with the working or explosion chamber of the cylinder and, therefore, it is subjected to the heat from the working cylinder and is prewarmed to facilitate its ignition when later ed with the pro er promhe moment w on the piston K reaches itsuppermostosition or at such time as the explosion shou (1 occur, the

.valve bis opened through the medium of the control leverhbythe' action of the cam 11 and the highly compressed air in the cylinder 0 v and the pi I'd, through the channel m violently pe'ising the fuel inthe pan 9 and mixing therewith and thence the mixture asses through the-opening n-g'nto the com justionchamber A where it mixes with the highly heated com ressed air therein. 1 The ignition follows an the resultant explosion drives, the piston, K, downward. During the succeeding upward movement of the piston the burned gases are'exhausted in the usual manner of a four cycle engine through the port, '0, controlled by mechanism suchas shown, for example, at t? of Fig. 3.

:In the .formgof construction shown in Figs. -'2v -anil.4,"the .valve 6 is dispensed with, its

being performed by the passage 1) J actuating mechanism such as described in connect1on-w1th Fig. 1. In order to produce in piston, K, as set forth below. The construction and operation of this embodiment of my invention are as follows: The cylinder A and the piston, K, are of any usual desired form. and construction, the cylinder being provided with an air admission port, E, controlled by an inlet valve 6. yicldingly closed by a spring a, and adapted to be opened at a predetermined moment by suitable means. These means in the present instance consist in a tappet, c arranged to rock on a shaft, a", and rigidly connected to an arm or lever, e, which is yieldingly held against a cam i on shaft 1 by a spring 0, the said arm being prov vided with a friction roller, as shown, at the point of contact with said cam. The said shaft I, is caused to rotate by suitable gearing interposed between it and the main or crank shaft, li, of the engine, as \i ill be readily understood. The cylinder, A, is' also provided with an outlet port indicated zit O,

said port being controlled by an exhaust valve, 0, similar to inlet "alvc, also yieldingly held against its seat by a sprin 0 and also opened against the stress of said spring by a tappet 0 also adapted to rock on shaft, c3, and actuated at predetermined intervals by an arm and a cam similar to the arm,

and cam i for operating the inlet valve.

As seen from Fig. 4, there is a combustion or explosion chamber (1/ arranged at the head of the cylinder A, said explosion chamber communicating with the working space or chamber of the cylinder by an air passage,

n, having arranged therein the liquid fuel receptacle, g, to which the liquid fuel is fed at predetermined intervals through a duct, g by means of a fuel pump 9 of any usual and desired construction, the said duct being'controlled for instance by a valve and valvethe high c'omp'ressionof the air for spraying the liquid fuel into the explosion chamber and intimately commingling it with the compressed air for such purpose, I arrange the piston-K and cylinder A to serve as such high compression means, instead of the cylinder C and piston L in Fig'. 1, during the final portion of the compression stroke. These me ans consist of a duct, 1), arranged in the piston K, which duct is so arranged,- as shown, that the piston when it reaches the high compression part of its stroke, closes oifthe u per port of the workingchamber of the cylinder until the duct, 1), registers with the passage, a, thereby suddenly releasing the highly compressed air. The operation of this modified embodiment of my invention will be obvious from the foregoing. As the piston, K, reaches the final part of its compression stroke, it

closes the passage, n", and thereby the communication'between the same and the working chamber of the cylinder A. The iston continuing its upward movement then 'ghly.

chamber and the fuel-receptacle g-.

compressed and thoroughly heated air passes a over and through the fuel receptacle g and converts the liquid fuel into a spray of lmcly comminuted carbureted air, whichis caused to intermingle with the hot compressed'air in the explosion chamber, a", thereby causing an explosion, the products of such explosion returning through the passage n, and forcing the fuel receptacle, 9, is continuously in open communication with the chamber, a, and therefore with the hot air compressed by the compression stroke of the engine, it is maintained in such a preheated condition that it will be immediately vaporized by the jet of highly compressed air as it passes through the passage, a, and the certainty of explosion in the chamber, a, is thereby insured. The preheating of the liquid fuel is also contributed to during the compression stroke of the enginebefore the high compression of the air commences, and the passage, 0, is also'practically in continuous open communication with the working chamber of the cylinder-A.

In the modification represented in Figs. 3 and -5, the construction, so far as it departs from those previously described, is as follows: The air admission port, E, is controlled by a spring-pressed air-admlsslon valve, e,

which in this case is automatically opened by the descent of the piston K afterthe expulsion of the products of combustion. The exhaust-valve, 0, controlling the exhaust or outlet port, 0, is, however, operated by means similar to those shown'in .Fig. 2,

namely, by a cam, i mounted on a shaft 1, actuated from the main or crank shaft, H,

. the piston K downward, as will be readily understood. Since the passage, n, and hence by intermediate gearing, similar to that emp loyed for the modification represented in ig. 2. In this case the liquid fuel recepcontinuous open communication with the working or lowcompression chamber of the.

moment, and for controlling the communication between the said high compression The piston L is provided with a rod or shank Z which fits air-tight inj a suitable socket in:

:tacle, g,'as clearly indicated in Fig. 5, is in is being efiected, and meansfor controlling the communication between the high-compressed air supply and the fuel receptacle.

' 5. In a combustion en ine, the combination, with theworking cy inder andthe pis ton, a compressed air supply and a fuel sup ply of a passage connecting the combustion chamber of the workingfcylinder with the compressed air supply, a fuel receptacle artion, with the working cylinder and its pis-' ton, a compressed air supply and a fuel sup' ply, of a passage connecting the interior of the working cylinder with the compressed air supply, a fuel receptacle arranged in said passage, adjacent to and in open communication with the interior of the working cylinder, means normally cutting off the compressed air supply from the said fuel receptacle, and vmeans arranged to operate at a predetermined moment to establish communication through said passage to atomize the fuel and charge the same into the interior of the working cylinder.

7. In a combustion engine, the combina.

tion, Withtheworking cylinder and its piston, a compressed air supply and a fuel sup ply, a passage connecting the interior of the working cylinder with the compressed air supply, a passage leading from the fuel supply into the air supplypassage, afuel receptacle arranged substantlally at the junctionof thesaid two passages and in open commumcation with the interior of the working cylinder, of means normally cutting off the air supply from the fuel receptacle, andmeans operating at a predetermined moment to establish communication through the air passage to atomize the fuel and charge. the same into the combustion chamber.

8. In a combustion engine, the combination, with the working cyhnder, of a fuel supply, a fuel receptacle supplied by the fuel I supply and in open comm'unication with the combustion chamber, acompressed air supply, a normally closed valve therein, and means to establish communication between the air supply and the combustion chamber by way of the fuel rece tacle to-charge the .fuelprewarmed by the eat of compression into the combustion chamber In testimony whereof Lhrjeunto afliif my signature in the resence of two witnesses; 0' TO LIETZENMAYER Witnesses p w i ULYssEs J. BYWATER, ABRAHAM SonLEsrNGER. 

